BMW Motorrad has announced three updated midrange adventure-touring motorcycles: the 2024 BMW F 900 GS, F 900 GS Adventure and F 800 GS. BMW says these bikes provide “purist riding fun thanks to even more sophisticated off-road, touring, and adventure capabilities,” adding that the F 800 GS is ideal for entry-level riders, the F 900 GS features many “far-reaching innovations,” and the F 900 GS Adventure is well-suited for extended adventure trips and long, demanding tours.
All three bikes feature the parallel-Twin introduced in 2018 for the F 850 GS, but it has been bumped up from 853cc to 895cc and features a 270/450 degree firing interval. In the F 900 GS and F 900 GS Adventure, the engine makes a claimed 105 hp, and in the F 800 GS, it makes a claimed 87 hp. BMW says the new engines are also characterized by a much fuller torque curve, increased pulling power and faster acceleration.
The updated GS models offer Rain and Road ride modes as standard – along with Dynamic Traction Control DTC, cornering-optimized ABS Pro, and the dynamic brake light – and the optional “Pro” ride modes comes with additional ride modes, ride mode pre-selection, engine drag torque control, and Dynamic Brake Control.
2024 BMW F 900 GS
All three models also offer an adjustable gearshift lever as standard, and the F 900 GS features a new foot brake lever in a higher position than its F 850 GS predecessor. The bikes have full LED lighting, with a new headlight on the F 900 GS offering a larger low beam opening angle for better illumination directly in front of the motorcycle. All of the bikes also have a 6.5-inch TFT display as standard, which replaces the previous analog display on the F 800 GS, and the BMW F 900 GS includes a 12mm holder for mounting action cams or other devices.
2024 BMW F 800 GS
The F 900 GS has been completely redesigned. One of the key points is the redesigned plastic fuel tank, which is slimmer and more ergonomically favorable at the cost of only a little over a tenth of a gallon capacity (3.8 gallons total). This new tank shaved almost 10 lb off the weight, with an addition 9-lb reduction from a completely redesigned rear section and a rear silencer by Akrapovič. New close-fitting tank side panels, together with a new radiator trim give the new F 900 GS a sleek, sporty, and off-road-oriented look.
2024 BMW F 900 GS Adventure
The luggage carrier of the F 900 GS was also adapted in the process, allowing the customer to attach soft bags, rucksacks, or an aluminum case system from the original BMW Motorrad accessories range using various attachment options.
2024 BMW F 900 GS Adventure
The increased off-road qualities of the new F 900 GS are expressed by the ergonomic triangle, which has been optimized for off-road use. Footpegs that are 0.8 inch lower, in combination with a 0.6-inch higher handlebar position and the new design of the fuel tank, provide clear advantages when riding standing up on rough terrain.
2024 BMW F 900 GS
Additionally, the F 900 GS and F 900 GS Adventure feature a new fully adjustable 43mm inverted telescopic Showa fork with 9 inches of travel, and the F 900 GS Adventure has an aluminum engine guard.
Specific colors and pricing for the U.S. models has not been released. For more information, visit the BMW Motorrad website.
The fork gaiters and high-routed exhaust on the 2023 Honda SCL500 are carryovers from Honda’s early scrambler models.
Scramblers had their heyday during the ’60s, which was before my time, but I’m a big fan of their spirit and style. They embody a carefree attitude and the freedom to go wherever, as well as a simplicity not offered by many modern, hyper-focused bikes. The best word to describe the new 2023 Honda SCL500 is “playful.” It blends cool retro style, a user-friendly engine and chassis, and a budget-friendly price.
The 2023 Honda SCL500 in Candy Orange is sure to turn heads.
Scramblers are perfect for Ventura, California, the coastal surf town that I call home, and that’s exactly where Honda hosted its press launch for the SCL500. A lightweight, no-frills motorcycle is great for bopping around city streets, cruising up the coast, exploring backroads, and even getting a little frisky in the dirt, though the only time we left the pavement during our test ride was to turn around in dirt pull-outs during photo stops.
Inspiration for the SCL500 comes from Honda’s own back catalog, namely the 250cc CL72 from 1962-65 and the 305cc CL77 from 1965-67. Like the SCL500, these early scramblers were based on streetbikes, and all three models share common styling elements: fork gaiters, knee pads on the gas tank, bench seats, high-routed exhausts, and twin rear shocks.
Another thing the SCL500 has in common with those early CLs is a parallel-Twin engine, though the older versions were air-cooled while the modern one has a radiator. The SCL’s 471cc Twin is a versatile mill that’s also found in the CBR500R sportbike, CB500F naked bike, CB500X adventure bike, and Rebel 500 cruiser. (The last time we put any of these bikes on the dyno was 2017. The CB500F made 46 hp and 31 lb-ft of torque at the rear wheel, and the Rebel 500 made 41 hp and 30 lb-ft.)
The Dunlop Mixtour tires’ block-tread pattern, combined with their thinner width, made for fun and confident cornering.
As much as I appreciate high-tech features on many of today’s motorcycles, there’s something to be said for a bike with nothing to figure out. Swing a leg over the SCL500, thumb the starter button, drop it into gear, and then just ride. Throttle response is user-friendly, power delivery is linear, and the slip-assist clutch makes gear changes effortless. The engine is smooth and doesn’t vibrate much, nor does it radiate excess heat. But it doesn’t exude much character either.
The SCL500 shares the parallel-Twin found in earlier Honda CLs but is blacked out and liquid-cooled instead of air-cooled.
A sturdy tubular-steel trellis frame holds everything together, and the bike, which has a narrow 3.2-gal. tank, is slender between the knees. The SCL500’s suspension, a nonadjustable 41mm fork and dual shocks with two-step preload adjustment, has 5.3/5.7 inches of front/rear travel, which is more generous than its adventure-ish CB500X stablemate (4.7/5.5 inches).
The SCL500’s handlebar width and light weight make it easy to throw into corners.
For a sub-$7,000 bike, the ride is surprisingly plush, though the suspension’s softness leads to some fork dive during braking and seesawing over big bumps. More rebound damping would be nice, at least for a 200-lb galoot like me.
Scramblers are great bikes for getting around towns like Ventura.
The SCL500 rolls on 19-inch front and 17-inch rear cast wheels shared with the CB500X, and the SCL is shod with Dunlop Mixtour block-tread tires that provide reasonably good grip and handling. ABS is standard, and there are single-disc Nissin brakes front and rear, with a 2-pot caliper pinching a 310mm disc in front and a 1-pot caliper slowing a 240mm disc out back. The brakes don’t offer much power or feel, but they’re perfectly fine for riders who are newer, lighter, or less aggressive than I am.
The high footpegs made things a little tight for my frame, but with the fun I was having, they couldn’t have been much lower.
The SCL500’s chassis geometry favors stability over agility, which further adds to the bike’s approachability. But its lightness (just 419 lb ready to ride), the width of its handlebar, and the narrowness of its tires (110/80-19 front, 150/70-17 rear) mean that the SCL can be tossed around like a ragdoll.
2-piston Nissin calipers pinch a single 310mm disc up front and offer sufficient stopping power depending on the type of rider.
With my 34-inch inseam, I was a little folded up on the SCL500 with its low 31.1-inch seat height and high footpegs. The cleated footpegs have vibration-damping rubber inserts that can be removed to add a skosh more legroom, but the better option for me was the accessory tall seat, which adds another inch of foam for more height and support. At $64.95, it’s reasonably priced, though it only comes in brown.
The SCL500 is the kind of bike that lends itself to customization. In addition to the tall seat, other factory accessories include a headlight visor, a high front fender, handguards, a number plate-style rear side cover, rally footpegs, a center tank pad, a 14-liter left-side soft saddlebag, a rear carrier, a 38-liter top case, heated grips, and a 12V socket. Vance & Hines also offers a high-output slip-on exhaust that is compliant in all 50 states.
The 2023 Honda SCL500 in Matte Laurel Green Metallic
The SCL500 screams for customization, as seen in this factory-accessorized version.
Other than limited legroom for my frame, my only real complaint about the SCL500 is its instrumentation. It has a single round instrument panel that’s light-on-black LCD. Available features includes a clock, a gear position indicator, a speedometer, a fuel gauge, and multifunction display that can be scrolled through for different info (odometer, tripmeter A/B, average mpg A/B, instant mpg, and reserve fuel tripmeter). The instrument panel lacks a tachometer, it’s difficult read in bright sunlight, and it’s all but useless when wearing polarized sunglasses. For a retro bike like this, an analog speedometer with an inset multifunction display would be sweet.
Like the bike, the SCL500 instrumentation is simple but also hard to read. I would’ve preferred something more retro.
After logging just over 100 miles in and around Ventura, mostly on backroads where I did my best to wring the SCL’s neck, the bike’s fuel economy reading was 60.6 mpg. That translates to 194 miles of range, which would be even higher for a typical owner who cruises around or commutes in a less caffeinated, type-A state of mind.
The SCL500 suspension offers better travel than its CB500X stablemate, but bigger riders may wish for more adjustment options.
All in all, the Honda SCL500 is a helluva lot of fun, and in Candy Orange, it turns a lot of heads (a more subdued Matte Laurel Green Metallic color option is also available).
As evidenced by the popularity of our series of “Best Motorcycles for Smaller Riders” lists on the Buyers Guides section of our website, seat height is an important consideration for riders, and considering the height of most adventure bikes, if there is one place you want to feel planted, it’s coming to a stop – especially with a passenger and full load. As a result, Triumph has announced the Active Preload Reduction for the Tiger 1200 range, which lowers the seat height by up to .78 inch more than even the accessory low seat option. Active Preload Reduction will be available for both new and existing Tiger 1200 owners. For more information, read the press release below.
Triumph Tiger 1200 Rally shown with Active Preload Reduction
Triumph Motorcycles has released a new enhancement to its advanced Showa semi-active suspension across the current Tiger 1200 range, which was first announced in November 2021.
The new Active Preload Reduction feature has been developed to lower the resting seat height by reducing the rear suspension preload as the Tiger 1200 slows.
For the Tiger 1200 GT, GT Pro, and GT Explorer models, there are currently two seat height settings: 33.46 inches (850mm) and 34.52 inches (870mm), while for the Rally Pro and Rally Explorer models these are 34.44 inches (875mm) and 35.23 inches (895mm). When these motorcycles are fitted with the accessory low seat option, the seat position is lowered by an additional .78 inch (20mm), giving a lowest seat height of 32.67 inches (830mm) on the GT family and 33.66 inches (855mm) on the Rally family.
The new Active Preload Reduction feature allows these seat heights to be reduced farther. Depending on the combined weight of the rider, pillion, and luggage this could further lower the height by up to .78 inch (20mm) when the motorcycle comes to a standstill, offering the rider greater ease and confidence. New Tiger 1200 owners will be able to access this new minimum preload feature by simply pressing the ‘Home’ button on the right switch cube for one second, as the feature will now come standard on all new Tiger 1200 motorcycles.
Triumph Tiger 1200 GT shown with Active Preload Reduction
“The new Tiger 1200 range is already a global success, attracting new fans and increasing Triumph’s share of this highly competitive market,” said Steve Sargent, Triumph’s chief product officer. “This new feature can be enabled on the fly, lowering the center of gravity at slower speeds, making it even more accessible, offering riders more confidence at slow speeds and better contact with the ground as they come to stop.”
The new feature will also be available to existing 2023 Tiger 1200 customers via a software update, which can be done by their authorized Triumph dealership during their next scheduled service. There will be no upgrade fee for existing customers to access the new feature, however standard dealership labor rates will apply for the service of the motorcycle.
The all-new Tiger 1200 was designed to be the world’s most capable, agile, and maneuverable large capacity adventure motorcycle, and the range includes the GT family, tailor made for the perfect road-focused adventure ride, and the Rally family, perfect for an all-terrain adventure. The Tiger 1200 GT Explorer with its 7.9-gallon (30 liter) tank was even the bike of choice for Enduro World Champion Ivan Cervantes when he broke the record for riding the farthest in 24 hours on a motorcycle.
Included in the announcement are the 2024 Suzuki GSX-S1000GT and GT+ sport-tourers; the 2024 GSX-R600, GSX-R1000, GSX-R1000R, and Hayabusa sportbikes; and the 2024 GSX-S1000 and GSX-8S naked sportbikes, the latter of which was introduced last year and is powered by Suzuki’s latest 776 cc parallel-Twin platform. In the adventure bike segment, Suzuki returns with the V-Strom 650 and 1050 range of motorcycles, and rounding out this on-road wave is the Burgman 400 Scooter.
Sport-Touring
2024 Suzuki GSX-S1000GT/GT+
2024 Suzuki GSX-S1000GT+ in Candy Daring Red
The 2024 GSX-S1000GT combines the performance of its GSX-R1000-based engine with a nimble, lightweight chassis to provide riders with what Suzuki calls “an exciting and comfortable GT riding experience.” The GT and GT+ are grand tourers with sportbike-level functionality, avant-garde styling, and an extensive selection of optional equipment like integrated side cases.
The GSX-S1000GT has a pair of horizontally arranged LED headlights, a V-shaped position light, and side-mounted LED turn signals that fashion an appearance that is distinctively Suzuki. The GT’s styling continues into the optional side cases and touring windshield for a fully integrated appearance.
2024 Suzuki GSX-1000GT in Glass Sparkle Black
For 2024, the GSX-S1000GT+ is presented in the new Candy Daring Red or the returning Glass Sparkle Black, both with unique GT logos that tie into subframe and wheel colors. MSRP is $14,199. The GSX-S1000GT returns in Glass Sparkle Black starting at $13,449.
Key Features
Full fairing with dual mono-focus LED headlights and V-shaped LED position light.
6.5-inch TFT panel featuring Suzuki’s mySPIN connectivity application that links to a smartphone to provide access to contacts, maps, music, and phone communication. It even pairs with most Bluetooth helmet communication systems.
The 999cc GSX-R-based engine has reported impressive peak power with strong torque in the low- to mid-range and Ride-by-Wire.
The Suzuki Clutch Assist System (SCAS), standard bi-directional quick shift system, and cruise control.
The Suzuki Intelligent Ride System (S.I.R.S.) includes the three-mode Suzuki ride mode selector, the five-mode Advanced Traction Control system, Quick Shift system, and the Easy Start and Low RPM Assist systems.
Sportbikes
2024 Suzuki GSX-R600
2024 Suzuki GSX-R600 in Metallic Matte Black No. 2/Glass Sparkle Black
The GSX-R600 has a compact 599cc 4-cylinder engine, a fully adjustable Showa Big Piston Front Fork (BPF) and remote reservoir rear shock, and twin Brembo monoblock radially mounted front brake calipers grasping fully floating 310mm stainless steel brake rotors. Located between the frame’s spars, the engine’s top end is canted forward to improve cylinder head charging for increased power output. According to Suzuki: “For a rider considering a mid-size sportbike that flashes middleweight performance on the track or the street, there is only one choice: the Suzuki GSX-R600.”
2024 Suzuki GSX-R600 in Pearl Brilliant White/Metallic Triton Blue
Three paint schemes are available for the 2024 GSX-R600 starting at $11,899: Pearl Brilliant White/Metallic Matte Stellar Blue, Pearl Brilliant White/Metallic Triton Blue, or Metallic Matte Black No. 2/Glass Sparkle Black.
2024 Suzuki GSX-R600 in Pearl Brilliant White/Metallic Matte Stellar Blue
Key Features
The twin-spar aluminum frame connects the steering head with the swingarm pivot portion of the chassis in a way that balances light weight and strength. The engine is suspended below the frame to keep mass low and the wheelbase short to promote nimble handling.
The Suzuki Drive Mode Selector (S-DMS) lets the rider adjust the engine’s power delivery to suit the riding conditions.
2024 Suzuki GSX-8S
2024 Suzuki GSX-8S in the new Glass Matte Mechanical Gray
Introduced for 2023, the 2024 Suzuki GSX-8S naked sporbike has a compact 776cc parallel-Twin that uses a 270-degree firing order and is equipped with Suzuki’s exclusive Cross Balancer system. Suzuki calls the GSX-8S “the ideal response to rider demands in the mid-size naked street bike category.”
A color 5-inch TFT LCD multifunction instrument panel provides the rider access and on-the-fly control over the Suzuki Intelligent Ride System (S.I.R.S.) suite of advanced electronic control systems that includes Suzuki Drive Mode Selector, the four-mode Suzuki Traction Control System, the bi-directional Quick Shift system, and Easy Start and Low RPM Assist systems.
2024 Suzuki GSX-8S in Pearl Cosmic Blue
Starting at $8,999, the 2024 Suzuki GSX-8S comes in Pearl Cosmic Blue, Metallic Matte Black No. 2/Glass Sparkle Black, or the new Glass Matte Mechanical Grey.
2024 Suzuki GSX-8S in Metallic Matte Black No. 2
Key Features
Suzuki Clutch Assist System (SCAS), KYB suspension, and ABS-equipped Nissin radial-mounted 4-piston brake calipers with dual brake rotors
A sporty yet ergonomically comfortable riding position
2024 Suzuki GSX-R1000 and R1000R
2024 Suzuki GSX-R1000 in the new Glass Matte Mechanical Gray
Suzuki introduced the original GSX-R750 in 1985 and then proceeded to gain multiple road racing championships around the world before creating another milestone in 2001 with the introduction of the GSX-R1000.
At the pinnacle of the GSX-R family of ultra-high-performance sportbikes, the 2024 GSX-R1000R’s versatile engine provides power that is delivered smoothly and controllably across a broad rpm range. Like the original GSX-R1000, the 2024’s compact chassis delivers nimble handling with excellent suspension feel and braking control. Advanced electronic rider aids such as traction control, launch control, and a bi-directional quickshifter enhance the riding experience.
2024 Suzuki GSX-R1000 in Metallic Matte Black No. 2/Glass Sparkle Black
The GSX-R1000R is equipped with Showa’s BFF and BFRC-Lite suspension components. For stopping power up front, radially mounted Brembo monoblock 4-piston calipers fed by stainless steel brake lines grasp a pair of 320mm Brembo T-drive floating brake rotors.
2024 Suzuki GSX-R1000R in the new Glass Matte Mechanical Gray
The 2024 GSX-R1000R is available in a new Glass Matte Mechanical Gray paint scheme with dark red wheels or the popular Metallic Matte Black No. 2/Glass Sparkle Black scheme with new, bright blue graphics on the fairing and on the black wheels. Both paint schemes are accented by gold-anodized suspension components.
2024 Suzuki GSX-R1000R in Metallic Matte Black No. 2/Glass Sparkle Black
The GSX-R1000R is also available in 2024 in a race-inspired Pearl Brilliant White/Metallic Triton Blue paint scheme with bright blue wheels and blue-anodized suspension components. MSRP is $18,499.
2024 Suzuki GSX-R1000R in Pearl Brilliant White/Metallic Triton Blue
The 2024 GSX-R1000 starts at $16,349 in a new Glass Matte Mechanical Gray paint scheme with dark red wheels or the popular Metallic Matte Black No. 2/Glass Sparkle Black scheme with new bright blue graphics on the fairing and on the black wheels.
Key Features
Inline-Four with DOHC and the Variable Valve Timing (VVT) system, as well as a 4-2-1 exhaust with a revised muffler and heat shield.
Electronics include an IMU, adjustable traction control, the Suzuki bi-directional Quick Shift system, and Suzuki Drive Mode Selector, plus the GSX-R1000R–specific Motion Track Anti-Lock Brake and Launch Control systems.
The GSX-R1000R–specific black background LCD multifunction instrument panel was inspired by the GSX-RR MotoGP dash.
Fairing houses a bright LED headlight with eyebrow position lights above the Suzuki Ram Air Direct ducts that feed the engine’s electronic throttle bodies.
2024 Suzuki GSX-S1000
2024 Suzuki GSX-S1000 in the new Metallic Matte Sword Silver
The 2024 GSX-S1000 naked sportbke has a 999cc engine based on the GSX-R1000 and produces claimed high peak power with strong torque in the low- to mid-range. The bike has upright streetfighter ergonomics, a twin-spar aluminum frame, and fully adjustable KYB suspension, while braking comes from ABS-equipped Brembo monoblock 4-piston calipers with dual 310mm floating discs in front and a Nissin 1-piston caliper squeezing a 240mm disc in the rear.
Two available body colors – Metallic Triton Blue with white accents or the new Metallic Matte Sword Silver with red accents – combine with modern logos for a starting MSRP of $11,699.
2024 Suzuki GSX-S1000 in Metallic Triton Blue
Key Features
A stacked mono-focus LED headlight assembly and angular styling that includes MotoGP-inspired winglets for an aggressive naked sportbike stance.
Ride-by-Wire, Suzuki Clutch Assist System (SCAS), and bi-directional Quick Shift system.
The GSX-S1000 uses the Suzuki Intelligent Ride System (S.I.R.S.) with a three-mode Suzuki Drive Mode Selector and the five-mode Advanced Traction Control System plus the Easy Start and Low RPM Assist systems.
2024 Suzuki Hayabusa
2024 Suzuki Hayabusa in Metallic Thunder Gray/Candy Daring Red
The 2024 version of Suzuki’s flagship sportbike celebrates its 25th anniversary of production this year. The Hayabusa is propelled by an 1,340cc inline-Four with DOHC and housed managed by the Suzuki Intelligent Ride System (S.I.R.S.) Suzuki says the engine’s adjustable power delivery, traction control, cruise control, launch control, quick shift, and Motion Track ABS and Combined Brake systems “offer the Hayabusa rider unmatched options on how they want their ride to unfold.”
For 2024, in addition to the recently announced 25th Anniversary Hayabusa, riders may choose from Metallic Thunder Gray/Candy Daring Red or the deep, dark Metallic Matte Black/Glass Sparkle Black combination starting at $19,099.
2024 Suzuki Hayabusa in Metallic Matte Black No. 2/Glass Sparkle Black
Key Features
Ride-by-Wire electronic throttle bodies with dual fuel injectors feeding each cylinder, mixing with pressurized air from the Suzuki Ram Air Direct (SRAD) intakes in the nose of the aerodynamic fairing. The symmetrical twin silencer exhaust system is lighter than previous generations with better flow and an exciting exhaust note.
The Hayabusa’s superbike-caliber, twin-spar aluminum frame reportedly delivers a stable ride with nimble handling that can be personalized through the adjustable KYB-supplied suspension.
The Hayabusa employs an advanced version of the Suzuki Intelligent Ride System (S.I.R.S.): a comprehensive collection of electronic rider aids like cruise control and bi-directional Quick Shift systems. Only the Hayabusa offers this premium suite of riding aids.
Adventure Bikes
2024 Suzuki V-Strom 650
2024 Suzuki V-Strom 650 in Solid Iron Gray
Suzuki says its V-Strom 650 models are “renowned for versatility, reliability, and value.” The 2024 V-Strom 650 has a liquid-cooled 645cc 90-degree V-Twin and rides on lightweight 10-spoke cast wheels shod with adventure-spec Bridgestone Battlax 19-inch front and 17-inch rear tubeless radial tires.
The adventure bike has 6.7 inches of ground clearance, and a spring-preload-adjustable 43mm front fork and link-type rear suspension are combined with a rebound damping adjustment and hand-operated spring preload adjuster.
The 2024 Suzuki V-Strom 650 comes in Solid Iron Gray starting at $9,199.
Key Features
Suzuki’s Advanced Traction Control system, Easy Start system and Low RPM Assist feature.
2-piston brake calipers and dual 310mm discs up front and a single-piston caliper and 260mm disc in the rear, plus standard ABS.
Vertically stacked headlights and adjustable windshield.
2024 Suzuki V-Strom 650XT and 650XT Adventure
2024 Suzuki V-Strom 650XT Adventure in Pearl Vigor Blue/Pearl Brilliant White
The Suzuki V-Strom 650XT and 650XT Adventure feature the same liquid-cooled 645cc 90-degree V-Twin, suspension, and braking as the V-Strom 650 but take the off-road capability up a notch with anodized aluminum spoked wheels, hand guards, and a protective lower engine cowl. The V-Strom 650XT Adventure is equipped with Suzuki’s ADV-style 37-liter black aluminum side cases, as well as mirror extensions and a handlebar cross-brace that can be used to mount accessories like a GPS.
The 2024 Suzuki V-STROM 650XT comes in Glass Sparkle Black bodywork with new gray and gold graphics to complement the gold-anodized aluminum rims starting at $9,699.
2024 Suzuki V-Strom 650XT in Glass Sparkle Black
The V-STROM 650XT Adventure is clad with Pearl Vigor Blue/Pearl Brilliant White paint with blue graphics and blue-anodized aluminum rims starting at $10,899.
Key Features
Suzuki’s Advanced Traction Control system, Easy Start system, and Low RPM Assist feature.
ADV fairing with vertically stacked headlights and adjustable windshield.
Integrated mount points on the chassis for Suzuki’s accessory family of V-Strom luggage.
2024 Suzuki V-Strom 1050
2024 Suzuki V-Strom 1050 in Glass Blaze Orange/Glass Sparkle Black
The 2024 V-Strom 1050 adventure-touring bike has a 1,037cc V-Twin that Suzuki says produces “great horsepower, all while retaining its strong pull in the lower-rpm range and good fuel economy.” It has 6.5 inches of clearance and rides on cast aluminum wheels shod with a 19-inch front and 17-inch rear Bridgestone Battlax Adventure A41 radial tires.
The Suzuki Intelligent Ride System (S.I.R.S.) includes standard cruise control, Suzuki’s bi-directional Quick Shift system, and the Motion Track Brake system that activates cornering ABS. A full-color 5-inch TFT LCD multi-function instrument panel displays the bike’s operating status and S.I.R.S. settings.
The 2024 Suzuki V-Strom 1050 will be available in a new Glass Blaze Orange and Metallic Matte Black No. 2 paint scheme starting at $15,299.
Key Features
Fully adjustable inverted fork, link-style rear shock, and hand-operated, hydraulic spring preload adjuster.
Radially-mounted 4-piston brake calipers grasping dual 310mm discs up front and a 2-piston caliper and 260mm disc in the rear.
A USB port to the side of the instrument panel supplies power for smartphones or other accessories like a GPS.
2024 Suzuki V-Strom 1050DE and 1050DE Adventure
2024 Suzuki V-Strom 1050DE Adventure in Pearl Vigor Blue /Pearl Brilliant White
The 2024 V-Strom 1050DE models also have a 1,037cc V-Twin engine but ride in a chassis with 7.5 inches of ground clearance and 21-inch front and 17-inch rear spoke-style wheels with Dunlop Trailmax Mixtour adventure tires. Compared to the base V-STROM 1050, the DE has a longer rake and wheelbase for better handling on gravel roads and dirt trails, a longer suspension stroke to better absorb bumps on rough surfaces, as well as wide steel foot pegs and a large diameter tapered aluminum handlebar.
A 5-inch color TFT LCD multi-function instrument panel displays the Suzuki Intelligent Ride System (S.I.R.S.) settings that include a Gravel (G) mode in the Suzuki Traction Control System and the ability to switch off the rear ABS, as well as the bi-directional Quick Shift system. The V-STROM 1050DE further emphasizes the aggressive look of its Suzuki Dakar-inspired styling with its unique front fender, aluminum engine protector, and rugged accessory bar.
The V-Strom 1050DE Adventure is equipped with Suzuki’s black aluminum side case set with 37 liters of capacity and an LED fog lamp set. The V-Strom 1050DE Adventure is available in Pearl Vigor Blue and Pearl Brilliant White body colors starting at $17,799.
The V-Strom 1050DE comes in Glass Sparkle Black/Metallic Matte Black starting at $16,199.
2024 Suzuki V-Strom 1050DE in Glass Sparkle Black/Metallic Matte Black
Key Features
Fully adjustable inverted fork with 6.7 inches of travel, link-style monoshock with 6.6 inches of travel, 4-piston brake calipers that grasp dual 310mm discs in front, and a single-piston caliper and 260mm disc in the rear.
USB port to the side of the instrument panel supplies power for smartphones or other accessories like a GPS.
Scooter
2024 Suzuki Burgman 400
The 2024 Suzuki Burgman 400 features a 400cc Single with DOHC and four valves powering a CVT automatic transmission. It has Suzuki’s dual-spark technology ignition system, and like the systems used on Suzuki’s Hayabusa and GSX-S1000GT, the Burgman features a rider-selectable Traction Control system and Suzuki’s Easy Start system.
The 2024 Suzuki Burgman 400 comes in a Metallic Matte Sword Silver paint scheme with blue wheels for $8,699.
Key Features
Spacious under-seat storage and two front compartments with a DC power outlet.
Triple-disc brakes (two 260mm discs up front and a single 210mm disc in the rear) with standard Suzuki ABS.
For more information on these 2024 models, visit the Suzuki website.
American Honda has announced the return of two its popular miniMOTO models for the 2024 model year: the Honda Monkey and Honda Super Cub. The company states it believes the bikes will appeal to both new riders as well as nostalgic fans of these past models, which played important roles in Honda’s history.
2024 Honda Monkey
Originally introduced in the early 1960s for a Honda-owned Japanese amusement park called Tama Tech, the 2024 Honda Monkey remains true to its roots, with attributes that Honda calls “fun yet practical.”
The Monkey features an fuel-injected air-cooled 124cc Single mated to a 5-speed transmission. It has an inverted fork with 4.3 inches of travel and twin rear shocks with 4 inches of travel. When the Monkey needs to stop running, braking comes from a 220mm disc up front with ABS and 190mm disc in the rear.
2024 Honda Monkey in Pearl Nebular Red
Honda says the small stature (30.5-inch seat height), light weight (231-lb curb weight), and practical performance combine to deliver “an approachable, enjoyable riding experience for a wide variety of riders.” The Monkey has a 1.5-gallon tank, and the 2023 model reported 169 mpg.
The 2024 Honda Monkey will be available in September in Pearl Nebula Red, as well as a new Pearl Black color, starting at $4,299.
2024 Honda Super Cub C125
2024 Honda SuperCub C125 in Pearl Gray
With over 100 million units sold worldwide since its introduction in 1958, the Honda Super Cub offers a combination of practical simplicity and retro styling.
Honda says the step-through chassis, clutch-free 4-speed transmission, and lightweight design (238-lb curb weight) “inspire confidence,” while the air-cooled 124cc Single delivers impressive fuel efficiency and plenty of power for zipping around town. The 2024 Super Cub has a telescopic fork with 3.9 inches of travel, twin rear shocks with 3.6 inches of travel, a 220mm front disc brake, and a 110mm rear drum brake. Other features include front-wheel ABS, fuel injection, and an electric starter.
The 2024 Can-Am Spyder and Ryker lineup features new technology and visual enhancements.
At its annual Club BRP event, powersports manufacturer BRP announced its 2024 Can-Am Spyder F3 and RT lineup.
To enhance the rider connectivity experience, all Can-Am Spyder F3 and RT models will feature a new 10.25-inch color touchscreen with Apple CarPlay. This technology will be woven into the existing BRP Connect platform and will allow iPhone users to use Apple CarPlay and all its compatible apps.
All 2024 Can-Am Spyder models feature a new 10.25-inch color touchscreen with Apple CarPlay.
“We are constantly looking to improve the rider experience through innovation,” said Martin Ethier, marketing director, Can-Am 3-Wheel & Motorcycles at BRP. “The introduction of Apple CarPlay is a big step toward that, and it directly addresses feedback we have received from Can-Am owners around the world. Riders will now have a smarter, safer way to stay connected while riding.”
2024 Can-Am Spyder Updates:
All 2024 Can-Am Spyder F3 models will receive updated LED headlights, providing more visibility once the sun goes down, as well as giving the Spyder F3 a bold new modern look.
2024 Can-Am Spyder F3 Limited in Monolith Black
The Spyder F3 Limited Special Series model will be available in a Cognac colorway and feature 10-spoke wheels, giving it an eye-catching presence whether sitting still or cruising down the highway.
2024 Can-Am Spyder F3 Limited Special Series in Cognac
Spyder F3-T and F3 Limited models will receive a new Super Sport Grill for an enhanced visual presence.
2024 Can-Am Spyder F3-T in Petrol Metallic
The Spyder F3-S, which is the most sport oriented of all Can-Am Spyder models, returns with sleek Monolith Black body panels, a red frame, and all-black 10-spoke wheels.
2024 Can-Am Spyder F3-S in Monolith Black
The Spyder RT Sea-to-Sky, Can-Am’s top-of-the-line luxury touring model, will receive a new Vegas White Satin paint scheme along with a mocha wheel color, further highlighting the look and feel of this ultra-comfortable model.
2024 Can-Am Spyder RT Sea-to-Sky in Vegas White
2024 Can-Am Ryker Updates:
On the Can-Am Ryker side of the lineup, the versatile Can-Am Ryker Rally model will now feature Hyper Silver wheels, enhancing its all-road look even further.
The Can-Am Ryker lineup remains a perfect option for people looking for an fun ride, regardless of experience, with accessible pricing and ease-of-use. And with many different color panel kits available, customization is at the forefront of every Can-Am Ryker owner’s list.
For pricing, colors, options, and accessories for Can-Am Spyder and Ryker models, visit the Can-Am On-Road website.
The 2023 Moto Morini Seiemmezzo SCR (scrambler, shown above) and STR (street) are two versions of the 649cc Twin. (Photos by Mattia Negrini)
In 2022, Italian trophy brand Moto Morini made a successful start on its journey along the comeback trail after its acquisition by Chinese manufacturer Zhongneng Vehicle Group in October 2018. Its first new model to reach the marketplace under the new ownership, the parallel-Twin X-Cape 650 adventure bike, has been in production since 2021.
Whereas the Moto Morini Seiemmezzo SCR has spoked wheels and Pirelli MT60RS semi-knobby tires, the STR has cast wheels with Pirelli Angel GT sport-touring tires.
The X-Cape has been joined by two new models based on the same platform: the Seiemmezzo SCR (Scrambler) and STR (Street). Their shared Italian moniker means “6½” (engine displacement is 649cc), a passing tribute to the iconic 3½ V-Twin model that put Morini on the map in the 1970s, with 85,000 examples sold in a decade.
In the U.S., color options for the Moto Morini Seiemmezzo SCR are Cobalt Slate (shown on left), Platinum Black, and Boot Camp Green, while the SCR is available in Metallic Red (shown on right), Anthracite Smoke, and Vivid White.
The motorcycles are designed at the Moto Morini headquarters outside Milan in Trivolzio, Italy, and they are built at the Zhongneng factory in Taizhou, China. With MSRPs of $7,799 for the SCR and $7,499 for the STR, the Seiemmezzo duo are competitively priced. They are more expensive than the CFMOTO 650NK ($6,499), on par with the Kawasaki Z650 ($7,749), and less expensive than the Moto Guzzi V7 Stone ($9,109) and Honda CB650R ($9,399).
Both Seiemmezzo models are powered by a 649cc parallel-Twin.
Made by CFMOTO, claimed output is 61 hp and 40 lb-ft of torque.
Like the X-Cape, these two new models are powered by the well-established liquid-cooled 649cc parallel-Twin with DOHC and 4 valves per cylinder that is produced by Zhongneng’s near-neighbor, CFMOTO (their factories are just 25 miles apart). The engine, which makes a claimed 61 hp at 8,250 rpm and 39.8 lb-ft of torque at 7,000 rpm at the crank, has an 11.3:1 compression ratio, a 180-degree crankshaft, offset chain-driven camshaft, and a single gear-driven counterbalancer. In production since 2011, the engines have proven their reliability in CFMOTO’s roster of motorcycles.
The Moto Morini Seiemmezzo SCR (above) and STR share the same engine and chassis, with 18-inch front and 17-inch rear wheel sizes.
The chance to spend a sunny day riding the Seiemmezzo SCR and STR around the foothills of the Italian Alps allowed me to find out if they live up to the expectations aroused by that historic badge on the fuel tank. The engines share the same tuning, with Bosch fuel injection feeding twin 38mm throttle bodies, and both employ the same tubular steel open-cradle frame that uses the engine as a stressed member. On both bikes is a fully adjustable 43mm KYB inverted fork set at a 25-degree rake with 4.4 inches of trail and 4.4 inches of wheel travel, the same travel as the rear with a cast aluminum swingarm operating a KYB shock adjustable for spring preload and rebound damping.
In addition to its spoked wheels and semi-knobby tires, the Moto Morini Seiemmezzo SCR stands apart from its stablemate with a flyscreen, high-mount front and rear fenders, and a brown seat with ribbed cover material on the pilot portion.
Wheelbase is the same on both bikes at 56.1 inches, and that’s because both the SCR scrambler and STR roadster carry an 18-inch front wheel rather than the 17-incher you might expect on the STR. This means the seat height on both is the same at 32 inches, thanks to them also sharing a 17-inch rear wheel. Both bikes carry Pirelli tires, but the STR is shod with Angel GT rubber, while the SCR carries more semi-knobby tubeless MT-60RS tires on wire-spoked alloy rims.
Moto Morini Seiemmezzo SCR’s scrambler bona fides are mostly in terms of styling.
Both have the same brakes, with twin 298mm Chinese-made front discs gripped by 2-piston Brembo floating calipers and a 255mm rear disc with a 2-piston caliper. Bosch 9.1MB ABS is standard. Dry weight is claimed to be 441 lb, or probably around 480 lb ready to ride with its 4.2-gallon tank full.
Moto Morini Seiemmezzo SCR dash
Moto Morini Seiemmezzo STR dash
Standard equipment includes LED lighting, backlit switchgear, and a comprehensive 5-inch TFT dash with two different choices of layout, Bluetooth connectivity to a smartphone, and a tire-pressure monitoring system (readings are in kPa [kilopascal] units, which is commonly used throughout the world; Moto Morini USA is working on having the TPMS system changed to psi readings for future U.S. market bikes). The noticeably high level of build quality now seems to be on a par with anything made in Japan – fit and finish are excellent, from lustrous paint to classy-looking graphics to high-quality frame welding, and all this on motorcycles that offer good value for money. The first major service comes at 25,900 miles.
The Moto Morini Seiemmezzo STR is a light, agile machine.
Starting with the STR version, my first impression when I climbed aboard the well-padded seat is how substantial the bike seems to be – not in the sense that it’s cumbersome or bulky but simply that it has more of a presence about it than other bikes in this middleweight roadster category. The fuel tank is attractively shaped, allowing my knees to tuck into its flanks, in turn delivering a feeling of being part of the bike and inspiring confidence. Even shorter riders should be able to touch feet to the ground thanks to the seat which narrows at the stepover point.
Priced $300 less than the SCR, the Moto Morini Seiemmezzo STR (above) has more streamlined styling.
The tapered steel handlebar is nicely placed thanks to the 1.6-inch risers cast into the upper triple clamp, resulting in a slightly leaned forward but agreeable stance that’s ideal for a roadster like this. The attractive mirrors are free from vibration and give good rearward view. The distinctive running light around the rim of the circular headlamp resembles that found on modern Mini cars, and none the worse for that.
Thumb the starter, and both versions of the Seiemmezzo fire up instantly before settling to a 1,500-rpm idle speed. There’s a quite playful note from the 2-into-1 exhaust that strangely sounds more strident at lower revs than higher up the rpm scale. The 6-speed transmission features a Japanese-developed FCC oil-bath clutch, and the gearbox shift action is perfect – crisp and precise and impossible to fault even shifting up without the clutch. Clutch action is not particularly light but it’s easy to modulate. Combined with the super controllable throttle, walking-pace U-turns are surprisingly easy on a bike with a very tight steering lock. Indeed, both Seiemmezzos are agile motorcycles, without sacrificing any stability at higher speeds.
With an affordable price, modest weight, and a 32-inch seat height, the Moto Morini Seiemmezzo STR is ideal for new and/or budget-conscious riders.
The parallel-Twin engine in both Morini models feels refined and accessible, with a linear build of power and torque from 3,000 rpm all the way to the hard-action 10,500-rpm limiter. This has been characterized by some as lacking character, as if it’s more desirable to have steps in the power delivery rather than this smooth but eager response to what your right hand is doing, but for me this is a friendly yet enticing motor that gives a pleasurable ride. It makes either Seiemmezzo pleasant and practical in high-speed use on the open road, as well as untiring to ride.
Both Seiemmezzo models have an 18-inch front wheel with dual 298mm discs gripped by 2-piston Brembo calipers, and ABS is standard.
Thanks to the single gear-driven counterbalancer and the hefty weights in the ends of the handlebars, the engine is free of vibration at any revs. There are especially no tingles in the footrests or seat as you sometimes get at a constant cruising speed from comparable single-cylinder models or even some of the Seiemmezzo’s twin-cylinder rivals, although it does get mechanically noisy above 8,000 rpm. For this reason, I used that mark as my shift point and found myself in the fat part of the torque curve in each next gear. Lovely.
Both Seiemmezzo models also have a stylish, low-slung exhaust silencer finished in matte black.
Also novice-friendly – but certain to be appreciated by more experienced riders – is the Seiemmezzos’ responsive but well-mapped fueling. There’s no trace of an abrupt pickup from a closed throttle, just a smooth response that adds to the sense of controllability. With torque peaking at 7,000 rpm and spread widely enough throughout the powerband, there’s no point in revving it anywhere near redline.
The Seiemmezzo STR’s Pirelli Angel GT tires warmed up quickly on a cool morning, and within less than a mile of setting off, the Morini was ready for action. The wide handlebar gives good leverage for hustling the bike through turns, and it proves to be quite agile despite the conservative steering geometry. It steers very easily from side to side in a series of 3rd-gear turns, with completely neutral handling and confidence-inspiring control.
2023 Moto Morini Seiemmezzo STR
The footpegs are mounted quite low down, which adds to the sense of spaciousness in making this a bike that taller riders will also feel comfortable on. It’s possible to scrape the hero tabs on the pegs if you really set out to do so but only by adopting a lean angle that most of Moto Morini’s target customers will be unlikely to match.
Ride quality on the STR’s standard shock settings was quite hard, making ridges in the road surface very noticeable – more so than on the softer-sprung SCR version I rode immediately after, meaning this is presumably just a question of setup. But the front brakes were immediately good despite just 2-piston Brembo calipers being used up front to reduce speeds from what is not a featherweight motorcycle. I didn’t collapse the front end when I had to panic brake to avoid some escaped cows in the road on the other side of a blind bend, and braking hard on the angle didn’t see the Seiemmezzo sit upright and head for the hedges. Instead, it just shed speed, again indicating that this is a motorcycle that’s been developed by people who ride.
2023 Moto Morini Seiemmezzo SCR
Swapping over to the SCR also revealed what definitely felt like a loftier seat height despite the spec sheet claiming they’re the same. The taller, more pulled-back handlebar delivered a more upright riding stance, which paradoxically made this pseudo-off-roader a better city bike than the STR roadster to ride in traffic, allowing you to see over car roofs so as to plan a route and avoid snarl-ups. However, this and some distance covered on unsealed roads with loose gravel made me use the rear brake more than on the STR, and it started to whine and lose bite as I did so. Maybe a different choice of pads would have fixed this.
2023 Moto Morini Seiemmezzo SCR
I almost got bogged down getting too ambitious during my off-road jaunt when the hard stony surface turned muddy, and I had to turn round. That’s when I discovered the limitations of the MT60RS tires, which have only a nominally chunky tread pattern. I just got away with turning around in the mud without wheel-spinning my way to Sydney, Australia. Buy an X-Cape if you want to do serious off-roading on a 650 Morini.
2023 Moto Morini Seiemmezzo SCR
The SCR’s softer suspension settings were definitely comfier, without bottoming out anywhere nor affecting the grip level while cranked over on tarmac, so I’d definitely switch the STR’s rear shock setup to these if I was riding one for longer. Basically, this is a city bike that’ll be ideal for commuting, with green lane capability if desired – though I suppose you could fit a properly chunky set of Pirelli Scorpion rubber on it, and you’d be left with a respectable go-anywhere model if you didn’t like the X-Cape’s distinctive styling. Your call, but what Moto Morini has here is a trio of super well-priced models that cover just about every riding possibility.
The 2024 Yamaha Tracer 9 GT+ has been updated with new technology, including adaptive cruise control and a radar-linked Unified Braking System, as well as numerous refinements. (Photos by Joseph Agustin)
When a bike wins Rider’s Motorcycle of the Year award, as the Yamaha Tracer 9 GT did in 2021, it’s a special machine that beat out dozens of others in the year it was selected. But every motorcycle, even very good ones, can be made better. Just two years after earning MOTY honors, we have the new and improved Yamaha Tracer 9 GT+.
What does the ‘+’ at the end of the name entail? Quite a bit, actually. Tucked under the nose of the Yamaha Tracer 9 GT+ is a new millimeter-wave radar that continuously measures distance to vehicles ahead and enables two features: adaptive cruise control and a radar-linked Unified Brake System. Also new on the GT+ are integrated ride modes, the next generation of the KYB Actimatic Damper System (KADS) electronic suspension, an updated quickshifter, a new 7-inch TFT display with simplified menus, new switchgear, and integration with the Yamaha MyLink and Garmin Motorize smartphone apps.
For 2024, the Yamaha Tracer 9 GT+ is available in only one colorway: Storm Gray with black and gold accents.
This fourth generation of the Tracer 9 platform – which began with the FJ-09 for 2015 and became the Tracer 900 GT for 2019, the Tracer 9 GT for 2021, and now the Tracer 9 GT+ for 2024 – is about refinement. It adds useful tech and smooths out a few rough edges but retains what has made the FJ/Tracer a Rider favorite for nearly a decade. As we wrote when the Tracer 9 GT won MOTY in 2021, “Thanks to steady evolution and improvement over three generations, Yamaha has demonstrated just how good a modern sport-tourer can be, especially for riders who value agility over couch-like luxury. Performance, sophistication, comfort, versatility, load/luggage capacity – the Tracer checks all the right boxes and leaves nothing on the table.”
With a curb weight less than 500 lb and a strong, responsive chassis, the Yamaha Tracer 9 GT+ loves to dive into and out of corners.
Returning unchanged is the star of the show – the liquid-cooled 890cc CP3 inline-Triple with a crossplane crankshaft, which made 108 hp at 10,000 rpm and 63 lb-ft of torque at 7,200 rpm at the rear wheel on Jett Tuning’s dyno. The CP3 has always been an exciting engine that’s full of character, and it continues to deliver in spades. As before, wrapped around the engine is a controlled-fill diecast Deltabox aluminum frame that is both strong and light. The GT+ also has an aluminum swingarm, a steel subframe, and lightweight spinforged wheels shod with excellent Bridgestone Battlax T32 sport-touring tires. A comprehensive electronics package, 30-liter side cases, LED cornering lights, heated grips, a height-adjustable windscreen, adjustable ergonomics, and many other useful features are all part of the deal.
The Yamaha Tracer 9 GT+ is powered by a liquid-cooled 890cc inline-Triple with a crossplane crankshaft.
Since this review takes a deep dive into the new tech, I’ll cut to the chase: The Yamaha Tracer 9 GT+ gets a big gold star for being a fantastic, well-rounded, well-sorted sport-tourer. For this test, I logged over 1,400 miles in three days, and my admiration for the bike deepened with each passing mile. Although its $16,499 MSRP is $1,500 above that of the previous model, the GT+ offers a level of technological sophistication that isn’t available on another motorcycle priced less than $25,000.
The millimeter-wave radar unit is the black box between the two round LED headlights (the left is low beam, right in high beam). The cat-eye lights below the windscreen have LED position lights along the bottom and cornering lights in the center.
A millimeter-wave (mmWave) radar system emits short-wavelength electromagnetic wave signals that are reflected by objects in their path, allowing the system to determine the distance and velocity of those objects. In the case of the Tracer 9 GT+, the radar detects vehicles ahead in the same lane – it’s unaffected by vehicles going in the same direction in adjacent lanes or approaching vehicles in opposing lanes. When adaptive cruise control (ACC) is engaged, the system shows a car icon if a vehicle is detected within a certain range. If the vehicle ahead is traveling at a slower speed than that set for cruise control, the Tracer will slow to match the lead vehicle’s speed and maintain a set distance. A trigger on the left grip allows the rider to select among four set following distances, ranging from a minimum of one second to a maximum of two seconds. With the mmWave radar box tucked into a central cavity between the headlights and weighing only 7 ounces, it has minimal impact on aesthetics or overall weight.
For my two-day ride home from Boise, Idaho, I had my gear packed into the two 30L side cases and a Nelson-Rigg dry duffel bag. (Photo by the author)
After riding 200 miles around Boise, Idaho, during the one-day press launch, I logged two consecutive 600-mile days riding home to Ventura, California. Day 1 took me due south from Boise through the empty high desert of southwestern Idaho, down into Nevada to Eureka, and across Nevada’s basin-and-range landscape on U.S. Route 50 – “The Loneliest Road in America” – to Carson City. On Day 2, I climbed up the eastern side of the Sierra Nevada range, rode along the shore of Lake Tahoe, crossed into California, and bagged four of the highest paved Sierra passes – Ebbetts (8,730 feet), Monitor (8,314 feet), Sonora (9,624 feet), and Tioga (9,945 feet) – before cruising south on U.S. Route 395 and west on State Routes 14 and 26 to the coast.
California Route 120, just a few miles from Tioga Pass, which is located at the eastern entrance to Yosemite National Park. (Photo by the author)
There were few people in these wide-open spaces, and the heaviest traffic I encountered was millions and millions of Mormon crickets that covered some of the roads in Idaho and Nevada for miles. At times I shared the road with a coyote, a few antelopes, and several fast-moving pikas, their tails sticking straight up in the air as they scurried across the hot asphalt. Temperatures ranged from 50 to 100 degrees, and several desert rainstorms provided cooling relief from the summer heat.
For 88 desolate miles, Nevada Route 278 connects Interstate 80 at Carlin to U.S. Route 50 near Eureka. If you want to get away from crowds, this road is for you. (Photo by the author)
I’ve never been a heavy user of cruise control – I’d use it occasionally to give my right arm a break, to do some stretches, or to keep the bike at a steady speed while I opened or closed vents in my jacket – but I disliked having to disengage and re-engage cruise control when I came upon other vehicles in my lane. But I used adaptive cruise control for much of my 1,200-mile trip home. I’d set it to avoid the speed creep that can happen on long rides, sometimes leading to unpleasant interactions with the local constabulary. When I’d come upon a vehicle ahead of me, ACC would adjust the bike’s speed using engine braking, and then, if necessary, the front and rear brakes. If I changed lanes to overtake the vehicle, ACC would accelerate to the set speed.
View of the TFT display on the Yamaha Tracer 9 GT+ with the Garmin Motorize navigation screen up and adaptive cruise control engaged. The single white line atop three gray lines below the green ACC icon indicates that the shortest following distance is selected. If the radar detected a vehicle in front, there would be a white car icon above the dashed lines. (Photo by the author)
ACC works from 20-99 mph in all gears, and only if traction control, slide control, and (front wheel) lift control are turned on (which they are by default in all ride modes). When using ACC’s acceleration and deceleration toggle switch, speed can be adjusted in 1-mph or 5-mph increments. Furthermore, using inputs from the 6-axis IMU (inertial measurement unit), ACC employs cornering assist (limits acceleration when leaned over), passing assist (smooths acceleration when the turnsignal is on), KADS integration (adjusts suspension damping to limit chassis pitch), and a rider warning system if following distance is too close. While all the different features of ACC may make it sound complicated, in practice it is very intuitive to use. ACC, however, is not a collision avoidance system or some sort of autopilot; the rider needs to stay engaged at all times.
Up front, the Yamaha Tracer 9 GT+ has dual 298mm discs pinched by 4-piston radial calipers. When needed (and the rider is already on the brakes), the radar-linked Unified Braking System will use engine braking and then front/rear brakes as needed.
The mmWave radar system also enables a radar-linked Unified Brake System that Yamaha says is a world-first technology on the Tracer 9 GT+. Using inputs from the IMU, suspension control unit, and engine control unit, the system adjusts braking and suspension forces to help keep the motorcycle under control. If the rider applies the brakes and the radar system detects an object or vehicle in the road, UBS will apply additional front/rear braking as needed, and compression damping will be increased to prevent chassis pitch. The Brake Control (cornering ABS) system must be turned on, and UBS works whether or not ACC is engaged. UBS is not an emergency braking system; it provides assistance only if the rider is already on the brakes. To support UBS and improve overall braking performance, Yamaha increased the diameter of the Tracer’s rear brake disc from 245mm to 267mm and made the rear brake pedal slightly wider with a more beveled shape.
When ACC is engaged on the Yamaha Tracer 9 GT+, the cornering assist function will limit acceleration when the bike is leaned over.
I used ACC for many hours of my two-day ride home, and how it worked when I approached or passed other vehicles on the road was obvious. Perhaps because there was little traffic on the road, I don’t recall any moments of hard or abrupt braking that would have engaged the radar-linked UBS function. An icon will flash on the TFT display, similar to a traction control light flickering when rear wheel spin is being managed, but I didn’t see such an icon. Then again, if I’m braking hard to avoid hitting something, I’m focused on the road and not on the dash.
Other New New on the Yamaha Tracer 9 GT+
Whereas ACC and UBS are new features, other updates refine existing ones. The quickshifter previously allowed clutchless upshifts during acceleration and clutchless downshifts during deceleration. On the GT+, the quickshifter also allows upshifts during deceleration (e.g., to limit engine braking) and downshifts during acceleration (e.g., to assist with making a pass). Also, the quickshifter can be used when ACC is engaged.
The 7-inch TFT screen on the Yamaha Tracer 9 GT+ has three display modes and an anti-glare coating. The vehicle info “favorites” can be selected to show on the right side.
From a user-interface perspective, two of the best upgrades on the Tracer 9 GT+ are the move from a pair of 3.5-inch TFT displays to a single 7-inch TFT display and revised switchgear. The TFT has crisp, full-color graphics, three display modes, and an anti-glare coating that makes the screen legible even in bright sunlight. Simplified menu systems are more intuitive than before, and the joystick and home button on the left grip make navigating between screens, menus, and functions easy (though occasionally I’d mistake the joystick for the turnsignal switch, which is just to the left of it). All the switches have ergonomic shapes, a tactile feel, and new backlighting.
The switchgear on the left grip of the Yamaha Tracer 9 GT+ includes controls for high beam/low beam/pass, adaptive cruise control, turnsignal, horn, menu joystick, home/return, and ACC distance set (on front, not shown).
The Tracer 9 GT+ offers Bluetooth connectivity, allowing a smartphone and up to two headsets to be connected to the bike for controlling music and phone calls. The free Yamaha MyLink app allows text messages and incoming call info to be displayed on the dash, provides weather info and alerts, and allows use of the Garmin Motorize navigation app (subscription required – $4.99/month or $39.99/year). I used both, and Garmin Motorize was especially useful because it displayed Garmin’s familiar GPS screen right on the TFT display, eliminating the hassle of mounting a separate GPS unit or my smartphone on the bike for navigation. Using the Garmin app, however, was a drain on my iPhone’s battery, going from 100% to about 50% in just a few hours. There is a USB-A outlet just below the dash, so I ran a charging cord from the outlet to the phone in my pocket as needed.
The Yamaha Tracer 9 GT+ TFT display showing the Garmin navigation screen.
As much as I liked the features and capabilities of the Yamaha MyLink and Garmin Motorize apps, I do have a couple nits to pick. First, the Yamaha app must be paired to a smartphone via wi-fi, but when the bike is shut down (such as removing the key to open the fuel filler) and then turned back on, the bike and Yamaha MyLink app wouldn’t always reconnect automatically. Sometimes it would be just a matter of opening the app and tapping the paired device button to reestablish the connection. But occasionally it would connect and then quickly disconnect, saying “communication error.” I’d get stuck in a connect/disconnect loop until finally the app and the bike decided to start talking to each other again. When on the side of the road after a photo stop or at a gas station during a long day’s ride, such connectivity issues can be frustrating.
When I’m in a place like this, at the top of 9,624-foot Sonora Pass, I don’t want to deal with app connectivity issues. (Photo by the author)
My other nit to pick may reflect my personal proclivities and be completely irrelevant to others. When the Garmin Motorize app is being used, a long press of the home button on the left grip switches between the main screen and the navigation screen (a short tap of the home button brings up other functions). When the navigation screen is up, only limited vehicle information is displayed: coolant temperature on the left, fuel level on the right, and along the top, speed, ride mode, gear position, quickshifter status, and one of only four data points: odometer, tripmeter 1, total travel time, and clock, which can be scrolled through using the joystick. One of my favorite data points is ambient temperature, but it’s not available on that screen.
Part of our test ride on the Yamaha Tracer 9 GT+ in Idaho included Wildlife Canyon Scenic Byway, which runs along the Payette River.
When adaptive cruise control is engaged, ACC info replaces the engine temperature gauge on the left side of the navigation screen. Switching over to the main screen, ACC info is also shown on the left, and it replaces the vehicle info that is normally displayed on the left side of the screen. On the right side of the screen, the rider can choose three vehicle info “favorites” from among the following: ambient temperature, coolant temperature, average speed, tripmeter 1, tripmeter 2, total trip time, average mpg, instant mpg, and low-fuel tripmeter (which begins counting once low-fuel warning comes on). Three of the remaining vehicle info data points are shown on the left, and the rest can be scrolled through using the joystick but their order can’t be changed. And when ACC is engaged, the remaining vehicle info data points are not available.
The Yamaha Tracer 9 GT+ has LED cornering lights that activate above 3 mph and with 7 or more degrees of lean.
Riding the Yamaha Tracer 9 GT+
Whew, that was a lot of technical info! But for those who are interested in keeping abreast of new technology, we do our best to report them. Now comes my favorite part of the review: what it’s like to ride the Yamaha Tracer 9 GT+.
This is the Yamaha Tracer 9 GT+’s happy place.
As mentioned, the Tracer’s 890cc Triple is a gem of an engine. Yamaha’s “crossplane concept” design means that each crankpin is offset 120 degrees from the next, and the three cylinders fire sequentially (1-2-3) in even 240-degree intervals. The engine is versatile, remaining smooth and docile at low revs and cruising along at highway speeds with minimal vibration, but it’s ready to party with a quick twist of the throttle. Horsepower builds linearly to its peak at 10,000 rpm, while torque holds steady: 54-63 lb-ft between 3,000 and 10,200 rpm (redline is 10,500). With a max of 108 hp, the Tracer doesn’t launch out of corners like an open-class sport-tourer, but keeping revs in the sweet spot between 6,000 and 9,000 rpm will please all but the greediest power addicts.
The 30L side cases on the Yamaha Tracer 9 GT+ have a damped mounting system. The cases are easy to use and hold a full-face helmet in each side. Accessory top cases (34L or 45L) are also available.
Rather than power modes (four), suspension modes (two), and electronic rider aids (traction control, slide control, and lift control) that must be adjusted separately as on the previous model, Yamaha made the Tracer 9 GT+ more user-friendly by giving it integrated ride modes with intuitive names and presets for all of the above: Sport, Street, Rain, and a Custom mode for those who like to tinker with settings.
The Yamaha Ride Control menu allows riders to set parameters for the Custom ride mode: PWR (power), TCS (traction control), SCS (slide control), LIF (front wheel lift control), and SUS (electronic suspension mode).
With an upright seating position more like an adventure tourer than a traditional sport-tourer, the Tracer 9 GT+ is comfortable for long rides and allows the rider to quickly adopt an attack stance as needed, with the wide handlebar offering ample steering leverage. With a curb weight below 500 lb, a robust chassis, and frame geometry that favors agility, the Tracer loves to dive into and out of curves and responds obediently to small inputs. Strong, responsive brakes shed speed with good feedback or stop quickly as needed, and the 6-speed transmission changes gears effortlessly with either the slip/assist clutch or the quickshifter. The adjustable windscreen and standard hand guards provide good wind protection, and the revised seat, which has a new shape and cover, is reasonably comfortable but could use more support for long days in the saddle.
U.S. Route 50 through Nevada is known as “The Loneliest Road in America.” (Photo by the author)
We’ve been heaping praise on the FJ/Tracer platform for years, while also pointing out flaws. With each new generation, Yamaha has addressed many of those flaws while also raising the bar in terms of performance, technology, safety, and convenience. If Rider selected a Motorcycle of the Decade, the Tracer 9 GT+ would be on the short list.
If you’re looking for a club-style performance cruiser motorcycle, this duo is at the pinnacle. Harley-Davidson’s Low Rider S is the OG, and it’s now joined by a worthy adversary in the form of Indian’s new Sport Chief. (Photos by Kevin Wing)
The simple formula for going fast has been in play since the dawn of motor vehicles: Stuff the largest and most‑powerful engine into a sporty chassis that can handle it. When it comes to fully air-cooled motors made in America, none are bigger than those in the cruiser motorcycle comparo you see here. They’ve got a combined 233 cubic inches on tap for our visceral and aural pleasure – 117 cubes on the Harley-Davidson Low Rider S and 116 on the Indian Sport Chief.
Power has a charm all its own, but nothing puts butts in seats like attractive designs. Here we’ve got variations on West Coast club-style, with sporty windscreens leading their way to tall-but-forward club-style handlebars and mid-mount foot controls. These are elemental but imposing motorcycles, graced by subtle flash and plenty of dash.
Low Rider Cruiser Motorcycle Legacy
The Low Rider S follows a lineage of Low Riders that began in 1977 with Willie G.’s Shovelhead-powered FXS and then the belt-driven FXSB. The model transitioned to the Dyna platform in 1995 and remained in production until 2009.
The nameplate was too potent to lay dormant, so Harley delivered a new Low Rider for 2014-17, including the debut of the Low Rider S moniker in 2016. In 2018, it transitioned again – a bit controversially – to the Softail platform and the Milwaukee-Eight powertrain. Upon its debut, H-D referenced past models and inspirations from California.
“We’ve applied that coastal style and performance-first attitude to the Softail chassis to create a Low Rider S that’s more powerful and agile than ever,” said Brad Richards, H-D vice president of design. And the formula has proven to be successful, also spawning the desirable FXRT-inspired Low Rider ST in 2022.
Indian: Me Too!
Indian gave the Chief a thorough overhaul for the 2022 model year, introducing a steel-tube frame with twin-shock rear suspension. Ironically, its layout is closer to Harley’s former Dyna than the Softail-based Low Rider S.
And now we have the Sport Chief, which adds a bullet-nose fairing sized midway between the Low Rider S’s windscreen and the Low Rider ST’s more expansive fairing. Imitation is the sincerest form of flattery.
A cursory look at this duo reveals many similarities, all framed around narrow-angle V-Twins. Most surfaces are black, but polished cylinder finning adds a bit of brightwork. Harley’s M-8 is a little brighter with its chromed pushrod tubes. The Indian’s black wheels feature machined spoke edges for a flash of bling, while the Radiate wheels of the Low Rider are finished in dark bronze.
The most visually obvious distinction is in their snouts, with the Indian’s fairing much more prominent than the diminutive wind deflector on the H-D. Both bikes have dual-disc brakes on their inverted forks, and both have black shotgun-style mufflers. Neither accommodates a passenger in stock form, but accessories are available to ensure your significant other doesn’t have to stay home.
Both bikes feature cruise control and self-canceling turnsignals as standard equipment, but the cockpits differ in terms of technology. The Low Rider uses a familiar 4-inch analog tach with a small digital section that includes readouts for speed, gear selection, fuel level, clock, tripmeter, and fuel range. Its location is set higher than the Chief’s, making it easier to scan quickly.
That’s enough instrumentation for most, but Indian one-ups its Milwaukee rival with a color TFT touchscreen that adds Bluetooth connectivity, navigation, and audio inputs, as well as readouts for air temperature and altitude, a trip computer, and ride-mode selection. It also provides a USB charge port and a 12V outlet.
The Harley’s triple clamp, handlebar clamp, and tank console are finished in a Rhino Lining-like Wrinkle Black, which looks tuff if not pretty. On the other bar, the Sport Chief’s upper triple clamp features machined accents that add a high-end touch, along with a bar clamp capped by an attractive scripted Indian “I” in silver.
The Low Rider’s cockpit is quite basic, with an instrument layout that seems spartan for a $20K motorcycle.
The Sport Chief has a bright TFT gauge pod that includes many features not available on its rival.
West Coast Cruiser Motorcycle Cost Analysis
Parking either of these bikes in your garage will set you back about $20K, but their prices add up differently.
The base Low Rider S retails for $18,199, while the Sport Chief starts at $18,999. Choosing a color other than black adds $525 to the Harley and $500 to the Indian. The Indian comes standard with ABS, but it’s a $950 option on the LR-S. Traction control is also standard on the Sport Chief, but H-D’s Rider Safety Enhancements package (with traction control) costs an extra $200. As tested, the Harley is priced at $19,874 and the Indian at $19,499. Both companies tack on additional surcharges and fees, some of which are at the dealer’s discretion.
Fired Up
Both bikes come to life via an electronic key fob, which is a huge convenience for many and a PITA for some old-school brothers. While many appreciate the tactile mechanicalness of an actual key, there’s no denying the handiness of a fob.
Harley’s Milwaukee-Eight engine convulses at idle, adding some drama to the experience, accompanied by ticking lifter noise. Indian’s Thunderstroke feels smoother, like it’s bathed in oil. Both rumble with pleasing baritone exhaust notes – loud enough to sound mean but not mean enough to be obnoxious. They’re a decent compromise within EPA requirements.
The Low Rider S shares a similar riding position with the Sport Chief, with a forward reach to the bars and mid-mount footpegs under riders’ knees.
Our fondness for Harley’s M-8 powertrain is raised to a more supreme level with the 117ci versions we’ve tested. It spits out hearty low-end grunt beginning below 2,000 rpm and continues surging with a strong pull on the way to its 5,500-rpm redline.
Indian’s 116ci Thunderstroke is a nice match, just 1ci shy of H-D’s M-8. Can you really feel the extra inch? How about 33cc? A bit, but the bikes feel similarly powerful in general use. Indian says its mill cranks out 120 lb-ft of torque at 2,900 rpm, while Harley claims 125 lb-ft at 3,500 rpm.
It’s at the upper end of the rev ranges where the MoCo motor stretches its 4-valve-per-cylinder legs, making it feel almost like it has dual personalities – it’s torquey yet revvy – and cranks out about 95 hp at 4,700 rpm on a rear-wheel dyno. That’s more than 10 ponies up on the Indian motor, a significant advantage. However, when riding them on the street, we never would’ve guessed the gap was so large, as these engines are all about surfing their prodigious midrange torque.
The Harley’s motor also earns an edge in the direct responses from its twistgrip. No ride modes here, just an unbroken connection with the throttle. In comparison, the Thunderstroke feels like a computer is dictating its responses.
The Sport Chief’s quarter-fairing adds a cohesive styling element to the Chief platform that is proving to be a powerful draw for consumers. A local dealer rep says he can’t keep them in stock and has a waiting list nearly 100 deep.
Indian’s Sport mode delivers unnecessarily jumpy throttle responses, but switching to Standard mode calms things considerably and makes for a much smoother ride. But when you jump on the Harley and feel the immediate responses cued from its right grip, the Chief feels docile in comparison. I ended up preferring the liveliness of Sport mode and adjusted to its snatchiness.
The Sport Chief may lose ground in outright power, but it makes some of that back with a gearbox as good as a big-inch cruiser gets, even allowing seamless upshifts without using the clutch. The slip/assist clutch requires less lever effort and allows for sloppy downshifts, but its engagement zone isn’t as broad as the Harley’s. Six-speed transmissions feed belt drives on both.
Cruiser Motorcycle Battle Tale of the Tape
The Low Rider S’s flyscreen is mounted higher than the Sport Chief’s, providing more wind protection than expected. The Indian’s quarter-fairing is mounted lower but is topped by a windscreen that supplies greater shelter from the elements. The Sport Chief’s headlight also has superior illumination.
Again, we have a close match in several areas, but there are a few key distinctions. Weights with full fuel tanks are nearly identical, with the Low Rider just 6 lb lighter than the 685-lb Sport Chief. The actual weights of the machines are likely 12 lb apart due to the 5-gallon Harley tank holding 1 gallon more than the Indian’s.
Ergonomically, there are few distinctions. Straight handlebars are mounted on risers for tall hand positions. The Low Rider’s 4-inch bar risers position the handlebar a little closer to the rider. Footpeg locations are pretty much identical, mid-mounted to deliver a position that places feet below knees. They yield a much tighter knee bend than with forward controls, so longer-legged riders might feel cramped.
The Sport Chief enjoys a lower seat height, at 27 inches, but that’s certainly not a problem if you have an inseam of at least 28 inches, which is where the Low Rider’s seat is located. The Harley’s saddle is slightly more scooped out than the Indian’s, but both feel equally comfortable, with supportive bolsters holding riders securely in place.
In terms of chassis geometry, both bikes have the same rake angle (28 degrees), but the amount of trail diverges. More trail results in slightly slower steering responses, and it’s 4.4 inches on the Indian to the Harley’s 5.7 inches. However, the wheelbase of the Low Rider is 1 inch less than the Chief’s 64.6 inches, gaining back some agility, as does its slightly narrower front tire.
All those numbers add up to remarkably similar vehicle dynamics, with neither bike having a clear advantage. The narrow bars look cool but decrease leverage, yielding steering effort best described as deliberate, not flickable.
Both are quite sporty for bikes with more than 5 feet between contact patches, feeling secure up to and beyond the available cornering clearances. Burly frames keep the bikes from getting twisted up when levered hard into corners. Harley states a 31.3-degree lean angle for the Low Rider S, which is a slender cornering advantage over the Sport Chief’s 29.5 degrees.
When it comes to tilting horizons, this is a fairly even match, although the Indian’s pegs drag a little sooner than the Harley’s.
Suspension performance is nearly a wash. Inverted forks with 5.1 inches of travel on both respond similarly well with nicely dialed damping. The Harley’s 4.4 inches of travel in its Softail rear suspension is slightly more (0.4 in.) than the Indian’s dual shocks offer – more than other Softails and Chiefs – but both do an effective job of smoothing out all but the biggest bumps.
With the power on tap to pile up speed on these muscle-bikes, it’s nice to know they have stout sets of brakes. Both use dual-disc setups up front with 4-piston calipers actuated via braided-steel lines. We’ll give the nod to the Indian’s radially mounted Brembo calipers and bigger discs, which provide a bit more power and feedback than the Harley’s binders.
The lighter clutch pull on the Chief makes it less fatiguing to ride in stop-and-go traffic, but the effort required from the Low Rider isn’t onerous. Heat radiating from the engines is attenuated by rear-cylinder deactivation programming, but there’s no escaping the warmth produced by immense air‑-cooled motors.
Hand controls are similarly effective, both with beefy, contoured levers that feel good on fingertips. Gripes are few. Harley’s dual-button turnsignals still feel like one button too many, while we wish Indian’s signal switch had a tactile cancel click. Self-canceling turnsignals mean you never look like an absent-minded old man, even if you are one. Kudos to H-D for its signals canceling quicker. But shade gets thrown on the Low Rider S for the mediocre low-beam illumination from its headlight.
Same But Different
The motorcycles in our last all-American shootout – H-D Sportster S and Indian’s Scout and FTR – couldn’t have been much more different for a trio of bikes with liquid-cooled V-Twin engines. But the bikes in this comparo are remarkably similar and priced that way too.
The Low Rider S stands out for the stellar responses and visceral feel of its 117ci M-8 powertrain. It feels more alive – and more powerful – than the cloudier feedback from Indian’s Thunderstroke. On the downside is a less attractive cockpit. The H-D’s instrument pod looks cheap in general – especially next to the Indian’s TFT – and its wrinkle-finish triple-clamps and bar risers aren’t as classy as the finishing on the Indian.
The Sport Chief struts an impressive profile with its prominent and visually appealing fairing and is augmented by classy finish detailing. Technology adopters will appreciate its vastly more robust suite of electronics. Purists might whinge about the dilution of feedback from the machine relative to unadulterated responses from the MoCo’s offering.
Another classic Indian‑versus‑Harley battle with a great deal of parity. Choosing your favorite might be determined only by their appearance or your brand preference.
“In terms of engine character, overall performance, and handling, these bikes are pretty much neck and neck,” said EIC Greg Drevenstedt, co-rider in the comparison. “If one isn’t clearly head and shoulders above the other in terms of function, then it comes down to the details. The Wrinkle Black finishes on the Harley look utilitarian, like the bed of a pickup truck. The Indian exhibits more attention to detail and has nicer finishes, and the Sport Chief’s fairing gives the bike a more cohesive look than the Low Rider S’s flyscreen.”
Greg and I were on the same page when deciding which bike we preferred, judging them remarkably close.
“While I appreciate the more raw feel of the Harley’s 117, neither of these bikes will stay stock for long,” said Drevenstedt. “A few performance mods will make either bike even meaner. For me, it comes down to style and stance. I love the bronze wheels on the Low Rider S, but I’m not a fan of the White Sand Pearl paint, which looks beige. Those wheels look better on the Vivid Black version, which reminds me of a late ’70s ‘screamin’ chicken’ Trans-Am.
“But the one that draws me in is the Sport Chief. It’s longer, lower, and looks more aggressive. A muscle cruiser should scream ‘bad ass’ even when parked on the curb, and the Indian does that.”
With a comparison this competitive, choosing a winner might all come down to brand loyalty and how the forms of each bike hit subjective eyes. And whichever bike you pick, you won’t be wrong.
West Coast Cruiser Motorcycle Spec Chart Shootout
Here are the two biggest fully air‑cooled motors offered in production motorcycles
Base Price:
2023 Harley-Davidson Low Rider S: $18,199
2023 Indian Sport Chief: $18,999
Price as Tested:
H-D: $19,874 (White Sand Pearl paint, ABS, Rider Safety Enhancements)
Founded in Bologna in 1937 by Alfonso Morini, Moto Morini was formerly a small but prestigious family concern whose sporting flair brought it widespread respect as an underdog capable of defeating larger motorcycle manufacturers, leading to deserved commercial success.
The most famous Moto Morini racer was the bike widely recognized as the world’s ultimate 4-stroke racing Single – the 12,000-rpm 37-hp twin-cam 250cc Grand Prix contender on which Morini’s solitary works rider Tarquinio Provini came so close to winning the 250 GP World title in 1963, finishing two points behind Jim Redman’s 4-cylinder Honda.
Moto Morini engineer Dante Lambetini with his creation, the 250 GP racebike.
1963 Moto Morini 250 Bialbero GP (Photo courtesy Flickr)
By then, Morini had established a loyal following for its 125/175cc sporting Singles like the Rebello, Settebello, and Corsaro. Giacomo Agostini actually began his racing career on a Morini, attracting the attention of Count Agusta by winning the 1964 Italian 250cc title on one before switching to the far wealthier MV team. By the time he passed away in 1969, Alfonso Morini could be well-satisfied with a lifetime of two-wheeled achievement.
Moto Morini’s management was taken over after Alfonso’s death by his daughter, Gabriella, who wisely diversified the company’s model line in 1973 by introducing the family of bikes powered by the ultra-distinctive air-cooled Heron-headed 72-degree V-Twin high-cam pushrod engine developed by the firm’s new chief engineer, former Ferrari designer Franco Lambertini. Debuting in 350cc form with the 3½ Strada, with later 500cc V-Twin and spinoff 250cc single-cylinder variants, more than 85,000 of these groundbreaking motorcycles were built over the next two decades, gaining Moto Morini a loyal following around the world.
1959 Moto Morini 175 Sprint F3 Corsa (Photo courtesy El Caganer, CC BY 2.0, Wikimedia Commons)
This was the first volume production streetbike from any manufacturer to be fitted with electronic ignition, toothed-belt camshaft drive, a dry clutch, and a 6-speed gearbox. The Kanguro trail bike, which followed later, surfed the wave of popularity of dual-sports and was a hit in showrooms. But, although profitable, Moto Morini’s small production volume of around 10,000 bikes a year wasn’t capable of generating enough capital for the rising costs of developing a new range of bikes. After an abortive attempt in 1981 to produce an 84-hp turbo version of the 500cc V-Twin, Gabriella Morini sold the company to the Castiglioni brothers’ burgeoning Cagiva empire in 1987.
1983 Moto Morini 3 1/2 Sport (Photo courtesy Thesupermat, CC BY-SA 4.0, Wikimedia Commons)
The Castiglionis couldn’t resist the chance to acquire such a historic marque, especially when it came with such a fine piece of real estate as the Moto Morini factory located in what was then a prime Bologna residential suburb not far from the Ducati plant they already owned. They commissioned design guru Massimo Tamburini to produce a modern sportbike addition to the V-Twin Morini range, which duly arrived in 1988 as the full-enclosure Dart, closely modeled on the same designer’s Ducati 750 Paso and Cagiva Freccia 125.
Moto Morini Dart 350
But while Moto Morini’s Excalibur custom models continued to sell well, the Dart’s air-cooled pushrod engine was too archaic to appeal to the sportbike customer, and although Lambertini already had its successor up and running on the dyno in the form of a liquid-cooled fuel-injected 720cc 8-valve 67-degree V-Twin of advanced design, the rival Ducati faction in the Cagiva empire headed by Massimo Bordi ensured the Castiglionis’ development cash was directed toward its own 851cc desmoquattro V-Twin design. Starved of funds, the new Morini V-Twin motor never saw the light of day, Lambertini joined Piaggio to design scooters, the Morini factory was knocked down and redeveloped (netting a tidy profit for Cagiva, helping refuel Ducati’s revival), and Moto Morini production petered out in 1992.
American investment firm TPG’s acquisition of Ducati from Cagiva at the end of 1996 brought Moto Morini with it, leaving the Castiglionis to find a buyer for a marque they’d ended up owning by default. In 1999, a sale was concluded to Morini Franco Motor, founded in 1957 in the Bologna suburb of Casalecchio by Alfonso Morini’s nephew, Franco. Producing over 100,000 engines a year, mainly for scooters, MFM also manufactured Benelli’s range of 3-cylinder motors, as well as the Bimota 500cc Vdue 2-stroke engine.
In 2003, a joint venture to relaunch the Moto Morini marque was formed between MFM and the three locally based Berti brothers, keen motorcyclists as well as successful industrialists. The Bertis acquired 50% of the new company, with MFM boss Maurizio Morini bringing the Moto Morini brand to the table. The marque’s former chief engineer, Franco Lambertini, had already joined MFM from Piaggio in 1997 and quickly developed the all-new 1,187cc 87-degree V-Twin CorsaCorta engine powering the Corsaro 1200, the reborn marque’s first model. The Corsaro and its later 9½ Granpasso and Scrambler sibling models established a well-earned reputation for muscular performance and mechanical reliability, which saw the Corsaro win successive Naked Bike magazine shootouts against its 2- and 3-cylinder competition.
Having reestablished the Moto Morini marque with a sound product and solid corporate structure, the Berti brothers accepted Maurizio Morini’s offer to cash in their share of the business in January 2007, transferring their half of the partnership to him and exiting the motorcycle industry. Moto Morini was back in the hands of the family that founded it – just in time for its future to be threatened by the Great Recession. The company went into voluntary liquidation in September 2009 and was sold by the liquidator in 2011 to two Milan-based entrepreneurs, investor Ruggeromassimo Jannuzzelli and banker Sandro Capotosti. Production restarted in April 2012 in a new, much smaller factory south of Milan, with the debut of a new model, the Rebello 1200 Giubileo, to celebrate Moto Morini’s 75th birthday.
2017 Moto Morini Milano (Photo courtesy Ebrugnoli, public domain, Wikimedia Commons)
Moto Morini had manufactured 4,000 bikes during its five years of existence after being relaunched at the end of 2004 up to its closure in 2010, with a maximum of 1,600 bikes produced in any one year. In 2016, Jannuzzelli took 100% control of the company and continued to invest in new models while addressing the single biggest hurdle to Moto Morini’s future success: making potential customers aware of what many considered to be the best-kept secret in the motorcycling marketplace.
In October 2018, Jannuzzelli passed on that task to Mr. Chen Huaneng, owner of China’s Zhongneng company, a maker of scooters and small-capacity motorcycles. The X-Cape was the first new Moto Morini model to be developed under Zhongneng ownership and has now been followed by its Seiemmezzo twin sisters, the SCR and STR.
